Improvement in rotahy steam-engines



3 Sheets-$heet 1.

J. M. BOORMAN.

ROTARY STEAM ENGINE.

No. 8?;023. Patented Feb. 16, 1869.

Tu! Norms VEFERS c0 mom-urns. WASHXNGTON n. c.

3 Sheets-Sheet 2.

J. M. BOORMAN. ROTARY STEAM ENGINE.

N0. 87,023. Patented Feb. 16 1869.

uwa. WASHINGTON o c 3 Sheets-Sheet 3.

J. M. BOORMAN. ROTARY STEAM ENGINE.

No. 87,023. Patentedfeb. 16. 1869.

s jmenw den WM N g. W 11/ 0 No i riser diluted-fictive game thither. weW J. MARCUS BOORMAN, OF SCARBOROUGH, NEW .YORK.

Letters Patent No.'87,023, dated February 16, 1869.

The Schedule referred to in these Letters Patent and making put of thename.

To all whom. it may concern Beit known that I, J. MAROUS'BOORMAN, ofSoarborough, in the county of Wcstchestcr, and State of New York, haveinvented a new and useful Improvement in Rotary Engines, of which thefollowing is a full, clear, and exact description, reference being hadto the accompanying drawing, forming part of this specification, and inwhich- Figure 1 represents a vertical central section, takentransversely through the axis of the engine in part, constructed inaccordance with this improvement, for rotation in one direction only, byway of illustrating in a simple manner a prominent feature of theinvention;

Figure 2 is a vertical section of the engine, taken transversely throughits axis, but irregularly through different planes, showing the engineconstructed to 1'0- tate in both directions;

Figure 3 is a side elevation of the engine, constructed as illustratedin fig. 2;

higure 4 is sectional view of the same, taken at right angles to fig. 2;

Figure 5 is an inverted plan or under-face-view, on an' enlarged scale,of the reversing-gear, also for cut ting off the steam and using itexpansively; and

Figure 6 is a transverse section, indicated by the line z z in fig. 5.

Similar letters of reference indicate corresponding parts.

First, the invention consists in the combination of the revolving wheelwith the hollow ring, working in contact with the fixed outer cylinderand curved steampipes or arms to the wheel, said wheel being dividedinto chambers, the divisions of which constitute the pistons, inconnection with the revolving abutments, the wheel being furnished withside-escapes for the steam after it has perfin-mcd its duty in theengine; by which combination the engine is operated not only by directaction of the steam on the pistons, but also i by its reaction.

Scrond, the invention consists in the arrangement of oppositely-curvedsteam-pipes, which constitute the wheel, with arms, and inlet andoutlet-valves to the chambers on opposite sides of the pistons, wherebyto reverse the engine.

Third, in the combination, with such valves, of pistons working incylinders, in connnunication with opposite steam-supply passages to theengine, which are made in the main shaft, to affect the valvesautomatically by the pressure of the steam as it is let into one orother of the supply-passages ,for reversing the eugins.

Fourth, under such a combination of valves and pistons, in a.linkedconnection of such valves controlling the inlets and outlets of therevolving chambers, to secure a jdint action of said valves.

Fifth, it embraces a locking and unlocking combination of devices to therevolving abutments, with the projections on the revolving wheel, tosecure a proper action of theabutments relatively .to the travel of thepistons past and between them.

Sixth, in a combination of sliding and revolving racks, with thechambers and pinions worked by the racks, for operating the inlet andoutlet-valves.

Seventh, it embraces adj ustablc devices, whereby the racks operate theinlet and outlet-valves of the chambers for cutting off the steam.

Eighth, it includes devices for a. reversible cut-ofi' action of thevalves, for running the engine in opposite directions. Referring tofigs. 2, 3, 4, and 5, of the accompanying drawing, A represents theframe, for supporting the stationary outer cylinder B, with itsabutment-chan1- her 0, and working-parts of the'engine.

D is the main shaft, which revolves in bearings a a, and is constructedwith tubular passages b I), extending in the axial line of the shaftfrom bearing to hearing, and separated by a diaphragm. 0.

This tubular provision maybe established by a sectional construction ofthe shaft, or otherwise, and a solid extension of said shaft is formedon either or both ends of the shaft, as shown in fig. 4.

Near the outer ends of the passages li'b are openings, d, arranged inand around the shaft D, with their ends inclining, to direct theincoming fluid along the passages b b.

These openings d communicate with annular recesscs, e, made ingthebrasses of the bearings ct a, to which steam is admitted and shut off bycontrollingvalves f, one to either bearing a a, whereby the direction ofthe rotation is reversed, started, or stopped.

Mounted on the shaft D, through suitable arms, so as to rotate with it,is a hollow ring, E, made up of sides It, and an inner cylinder, i,concentric with the outer fixed cylinder B, against the inner peripheryof which the oute1 edges of the sides It come in contact, the n'n g E,with its attachments, constituting the wheel of the engine.

The ring E is divided at equal distances by diaphragnrs, whichconstitute the pistons k, or ends to the steam-chambers.

The pistons k are provided with reverse-ports m in, for admitting steamto opposite sides of the pistons,

to change the direction of rotation, and inclining, so as to admit thesteam in a direction as nearly approximating the line of travel of thechambers Z as practicable.

The base-portions of the pistons are secured 'to the ring 2 of thewheel.

The ports on m of the pistons are put in and out of communication withreversely-arranged and curved steam-pipes, F F, or with curved orangular passages, o 0, connected therewith by valves or cocks G, sothat, by turning them, communication is established with the arms F orF, according to the direction it is desired to run the engine, the armsh connecting with the passage b in the main shaft, and those, F, withthe passage b.

The valves G are formed of'two iinsm of cones.

The arms F F are curved, so that the steam will pass through themand theports on m, into the chamhers between the pistons, to propel the' wheel,and through the valves out of the chambers, and thuse'xert a pressure torotate the engine by reaction of the steam.

The abutments H are represented as of a rotary character, working inchambers O, and within chambers of the wheel lying between the pistons.

Thenumber of abutmen'ts, and number of pistons and steam-supply pipes,may be moreor less than herein set forth.

The abutments H are hung on horizontal spindles, r, and are made up offour hollow arms, of a diameter and breadth to work close but freelywithin the chant hers between the pistons and valve-chamber C, and maybe suitably packed on their peripheries or outer ends, by'springs,backed within the arms by suitable packing, of such length andflexibility as to establish a prolonged surface when in contact with theparts of the engine they work against.

The abutlncnts H are rotated in either direction, according to thetravel of the engine, and permit the pistons to pass them, when theabutments are disengaged from the locking-devices. v

The cavities between the arms of the revolving abut mcnts H should be ofthe epicycloidal character, so that in the rotation of the abutments,the pistons it will work steam-tiglrt against the faces of said cavitieswhen passing the abutments.

To look or hold the abutments H in proper position for the steam to actagainst them, and on the pistons, after the latter have passed the'abntments, the spindles 'r of said abutments carry on their endsnotched disks, I, the notches in which are made to correspond,

as regards number and position, with the arms of which the abutments arecomposed, such notched disks operating in concert with radially-slidingbolts J, suitably slotted and guided, and presseddown by springs.

s, acting against fixed projections t, attached to the outer stationaryring or cylinder of the engine, for the purpose of shootingthbdlts Jinto the notches of the disks 1, and of holding them therein when it isrequired to lock the abutments.

To liberate the abutments, to admit of their rotation, and passage ofthe pistons by them, the bolts J are slid radially outward from gearwith the notched disks I, by the projections 2!, having inclined ends,and

secured to the cylinder 1', which latter is extended on 'either. side,as represented in fig. 4.

The projections 14 act, as the wheel e is rotated, against the rollersof the inner ends of the bolts J, which, by reason of the notches in thedisks I and projections 11, engage and disengage with and from thenotch'ed disks, the pistons, as they pass the abntment's, servingmomentarily to hold the latter whilst the bolts are shooting into lockwith the notched disks.

In this way an automatic action is secured to the abutments relativelyto the pistons, and the abutments are free to revolve when released fromlock.

After the steam has performed its duty in the chamhers between thepistons, it escapes through the exhanst ports in the sides h of thehollow ring E, regulated by valves 7-, in gear with the induction-valvesG, so that the adjustment of the latter valves allows steam to-pnss intothe chambers through the ports onand m, according to the direction ofthe engines movement,

. whilst the exhaust-portswill be suitably opened for the egress ofsteam after having performed its duty.

' The joint action of the induction and the eductionvalves is effectedautomatically as follows: p

In open communication with each of the passages 11 b in the main shaft,with one of which the hollow arms F, and with the other ofwhieh, thereverselyarranged arms F, connect, are radial cylinders L L,

containing pistons, the rods of which are pivoted, at 1 their outerends, to and operate lbellscranks M, on ful- V cra, at ;v, 'fig. 4,connected with the wheel E.

These bell-cranks actuate directly, by connecting rods a",longitudinally-slidin g bars N, one to each indue tion-valve G, andeductio'n-valves working in concert with it, such bars N, as they aremoved to. the right or left, serving to reverse the position of saidvalves, as

the main shaft. Steam entering the passage 1), supplies the arms 1 andpasses to the cylinders L, to throw out their pistons, which carries thesliding bars N to the left, and gives the imluction-valves G a halfturn, putting their passages in communication with the arms]? and portsm, and at the same time adjusts the eduction-valves K to open theescape-passagesat the one end of said valves; but on steam being cut 011from entering the passage 1), and made toenter the other passage, 1), tosupply the arms F, it throws out the pistons in the cylinders L,andmoves the sliding bars N to the right, reversing the position of theinduction and eduction-valves'G and K, opening communication.

of the valves G by a half turn in the oppositedirection, and theeduction-valves K, by theirni'ovement,

closing the escape-openings, then in line, or nearly so, with the'ports1n ofthe arms I It will be obvious that, by the action of thecurrents ofsteam upon the pistons in the cylinders L and L, and-gear of saidpistons and valves togetherhyframes a connecting the several bars N, asthe pistons, exposed to steam from the passage 1), work outward, thepistons, under exposure to the passage b, are forced inward, and vice'versa, according as steam is let into the passage 1) or 1), wherebythedirection of the engine is determined.

. The racks w, which operate the induction-valves G, have an independentsliding action on the bars N, by reason of a small amount oflongitudinal play, through means of a recessed construction of the bar,as illustrated in figs 4 and 5. Said racks maybe worked, to give acut-elf action to thevalves, by slightly turning them while the pistonsare travelling between the abut: ments, so as to close the ports m on;

The rank 20 may be moved independently of the reversing-bar N, to-eflcctthe cut-off, by reason of the.

pinion e, gearing with said rack and being operated by the arm A,connected with its spindle, which receives motion through theconnecting-rod B, which is geared with 'said arm A by the radial slot70' in the latter, to facilitate reversal of the engine, as hereinafterdescribed; but when said arm is uiereiy used to give a cut-off action tothe valves, then the end of the connecting-rod B in gear with the arm isheld outward by the spring I, and made to assume a fixed position on thecrank.

The other end of the connecting-rocl'B is pivoted to the slide 0, andforced outward from the crank A by springs or. i

The outer end of tbis'slide is hollowed at its centre, as at m, and isprovided on its face, at such part, with a double or reversely-inclinedprojection, 0, while the outer end of the slide, on either side of itscentre, is constructed to form ears 1) p. i

D is a bevel-pinion carried -by the wheel E, along with the other gearherein described, and having free rotation around its axis, beingrotated by its gear with a circular rack, E, of a stationary character,and of a diameter, relatively to the pinion 1*, that will give to g thelatter the necessary number of revolutions, accord- Thus it is only whenthe sliding dog a is in gear, by-

its bolt u',;with the pinion D, and, in the rotation of the latter byits gear with the circular rack E, strikes. I either ear 1) p of theslide 0, according to the direction in which the engine is running, thatsteam is put on by the dog '1, or its belt a, moving the slide 0, andthrough the rod B, crank A, and pinion e, the rack w, which, by thepinion y, gives motion to the valve G, to open and'keep it open, saidvalve being opened while the dog r, or its. bolt u, travels over oragainst the one ear 1), to force in the slide 0, and the valve'beingkept open while said bolt, in the continued rotation of the pinion D,travels half the length of the cavity n in the end of the slide.

After this the valve G is suddenly closed by an ear on the bolt u,having mounted to the top of the one inclined plane of the doubleincline 0, which trips the bolt u from gear with the pinion D, and sopermits of the slide 0', by the action of its springs m-m', shootingoutwaui, which closes the valve G, and atthe same time forces the dog?"inward, along the ways 3' s, until saiddog is clear of the end of theslide 0, when the spring t'-, whicl1 is weaker than the springs m m,shoots outwardthedog, so as to cause its bolt-'u'to look, by its spring12, with the pinion, I), i'ora repetition of the cut-off action in thesucceedingrevolution of the pinio'n D.

It will readily-be seen that it is immaterial which way the engine andpinion D travel; and though only one valve G is here described asprovided with such cut-off gear, the several induction-valves of theengine are similarly provided.

As the devices are arranged, steam will be let on for about one-seventhof the travel of the pistons between the abut-inents, but the parts maybe diiferentlyproportioned, to cut-off at any other desired portion ofthe stroke.

To reverse the valves G and K, without disturbing the cut-off, shift theinduction-valves, while the racks a move. the eduction ones, but theracks-w, by their gear with the pinions 0, give to the cranks A a half 7turn, or reversed position, without disturbing the cutoff; by reason ofthe slotted connection of the connecting-rods B with the cranks A, whichpermits of the end of said rods in gear with the cranks working in andout from the centres of the latter, along the slots k, the springs Zthrowing and keeping out the rods after each inward movement of themproduced by the reversal of the cranks A.

The leading features of this reversible cut ofl' are the slotted crankA, connecting-rod B, and slide 0, for operation by the pinion D, asdescribed. The other or minor details may be variously modified.

What is here claimed, and desired to'be secured by Letters Patent, is-

1. The combination of the steam-arms F F with the hollow ring E andpistons k, arranged, with refernce to the stationary ring or cylinder B,substantially as specified.

2. The oppositely-arranged steam-arms F F, in combination with-thepassages b b, inlet and outlet-valves G K, pistons k, wheel E, andabutments H, whereby to effect the travel of the engine in oppositedirections, as herein set forth.

3. The cylinders L L and their pistons, acted upon by-the steam from thepassages b b, for simultaneously operating the valves G and K, toreverse the engine,

essentially as specified.

4. The arrangement of the valves G and K, and'pistons .in the cylindersL L, substantially as described.

5. The combination, with the rolling abutments H, of the notched disk Iand locking-bolts J, as set forth. 6. The combination of the-slidingbars N, with their racks n and x, pinions y z, valves G and K, andpinious b, the latter gearing with racks connected with the backs-of thevalves K, substantially as shown and described.

7. The combination, with the valve-reversing bars N, of theind'ependently-sliding lacks w, and the valves G and K, whereby toestablish a cutofl' action of the induction-valves, as set forth.

8. The combination of the slotted crank A, connecting-rod B, slide 0,-and pinion D, for operatiomin connection with suitable devices, to forma reversible cut-off .to the induction-valves of the engine,substantially as hereirl set forth.

J. MARCUS BOORMAN.

Witnesses:

. A. LE OLnBo, A. Knmrnn.

